Change speed transmission



Oct. 28, 1941. CASSELL ETAL 2,261,051

CHANGE SPEED TRANSMI SS ION Filed Oct. 2, 1959 '5 Sheets-Sheet 1 INVENTORS. Per E. llasse'll Rahal-'1' R. Meeker- ATTORNEYS;

Oct. 28, 1941. P. E. CASSELL ETAL CHANGE SPEED TRANSMISS ION 5 Sheets-Sheet 2 Filed Oct. 2. 1939 INVENTORS Pea-'35 E. Lassen.

Oct. 28, 1941. CASSELL g- 2,261,051

CHANGE SPEED TRANSMISSION Filed Oct. 2, 1939 5 Sheets-Sheet 5 ATTORNEYS.

Oct. 28, 1941. P. E. CASSELL ETAL CHANGE SPEED TRANSMISSION 5 Sheets-Sheet 4 Filed Oct. 2, 1939 FIG. 8. l

INVENTORS [1.5.5 5 EU.

I Rnhgr'i' R-MEE'kEI ATTORNEY? O l941' P. E. CASSELL ET AL 2,261,051

CHANGE SPEED TRANSMIS S ION Filed Oct. 2, 1939 5 Sheets-Sheet 5 INVENTORELQ 93126 I27 125 F'ETBB'E- 135155.211 gilmu uherl' H. ME- EkEl" 72 I BY W ATTORNEYS.

speed power transmission.

Patented Get. 28, 1941 UNITED, STATES PATENT OFFICE CHANGE SPEED TRANSMISSION Perry E. Casselland Robert R. Meeker,

- McKean, Pa.

Application October 2, 1939, Serial No. 297,584

8 Claims.

The present invention relates to improvements in automotive vehicles and to control means for change speed power transmissions.

An object of the invention is to provide manual and semi-automatic control means for a change Another object of the invention provision of manual and resilient semi-automatic control means for a change speed transmission wherein the manual control means may be operated without disconnection of the semi-automatic control means.

A further object of the invention is to provide manual and semi-automatic control means for a change speed transmission wherein the manual control means functions as. an indicator of the operating position of the semi-automatic control means.

resides in the Yet another object is the provision of semiautomatic control means for the conventional change speed power transmission of an automotive vehicle and wherein the control means is' provided with a speed influenced selector acting within a plurality of speed ranges and operable. in each speed range to dispose the control means in readiness to correlate the change speed trans-- mission to the vehicle speed.

A still further object is to provide means for selecting one of a plurality of adjacent change speed members without affecting contiguou change speed members. The invention also aims to provide semi-automatic control means applicable to standard forms of change speed transmissions of the character including a main shaft, a counter shaft and a pair of spaced shifting collars slidable on the r main shaft.

The inventionfurther contemplates the provision of control means for the change speed transmission of an automotive vehicle and wherein the control means correlates the transmission to-various forward speeds of the vehicle and is so constructed as to preclude unintentional reversal of the transmission during forward travel of the vehicle. p 7

Other objects and advantages of the invention will be apparent from the following detailed description, taken in connection with the accom- "panying drawings, forming a part of this specification and in which drawings:

Figure 1 is a horizontal sectional view of a ve-' hicle change speed transmission equipped with the semi-automatic control means.

Figure 2 'is ,a longitudinal vertical sectional view substantially on the line 2-2 of Figure 1.

Figure 3 is a transverse vertical sectional detail view substantiallyon the line 3-3 of Figure 1.

Figure 4 is a fragmentary detail view of the control means showing the relative position of parts when in neutral.

Figure 5 is a similar view showing a relative position of parts when the control means is ina partially advanced position and about to shift the transmission from neutral into first speed.

Figure 6 is a similar view showing the relative position of parts when the control means is in an advanced position with the transmission.

shifted into first speed.

Figure 7 is a similar view with the control means partially retracted.

Figure 8 is a similar view with the control' means fully retracted and the transmission remaining in first speed.

Figure -9 is a similar view with the control means again partially advanced to shift the transmission into another speed or to neutral.

Figure 10 is a perspective detail view of a spring unit preferably forming part of the invention.

Figure 11 is a vertical cross-sectional view substantially on the line ll-Il of Figure 1.

Figure 12 is a vertical cross-sectional view substantially on the line l2l2 of Figure 1.

Figure 13 is a vertical cross-sectional view substantially on the line l3--l3 of Figure 1.

Figure 14 is a vertical cross-sectional view substantially on the line ll-Il of Figure 1.

,Figure 15 is a fragmentary detail view partly in side elevation and partly in vertical section, of an operating lever and link preferably forming a part of the invention.

Figure 16 is a fragmentary detail view partly the several views, the letter A designates a fragmentary portion of an automotive vehicle, including a change speed transmission B and control means C.

The transmission B preferably is of conven- 'annular portion and a lever portion extending rational construction and includes axially aligning drive and driven shafts 25-28. Fixed on the drive shaft 25 is a drive pinion 21 meshing with countershaft gear 28 to constantly rotate reverse gear 29, first speed gear 38, and second speed gear 3|, all fixed on a countershaft (not shown). Splined for axial movement on the driven shaft 26 are sliding gears 32-33 including shifting collars 34. In Figure 1 of the drawings, these sliding gears 32-33 are shown in their neutral positions. The gear 32, by sliding to the left is brought into mesh with first speed gear 38, and by movement to the right, is connected for rotation with reverse gear 29, through the usual reverse idler 35. Thegear 88', by sliding to the right, is brought into mesh with second speed gear 3|, and by movement to the left, is directly connected for rotation with drive pinion 2?, in

any suitable manner. ,In the example shown, the

sion coil springs 88 encircling guide rod 4| at opposite sides of the shifter forks 42, 88.

Mounted on the guide rod 4| intermediate the shifter forks 42, 82' is a bearing 44 supporting one 3 end portion of a rock shaft 45, having its opposite end portion 45 extending outwardly of the transmission housing 48, thru a suitable bearing 41. Fixed on the rock shaft 45 is a crank lever 48 connected as by link 49 to a pedal 58 preferably constituting the clutch pedal of the automotive vehicle. As shown in Figure 15, this link 49 may be provided with a slot 5| forming with the crank lever pin 52 a lost motion connection to permit partial depression of the pedal 58 prior to rocking of the shaft 45.

Mountedfor' rotation on the rock shaft 45 is.

a plurality of change speed members 55 55 55 55 each including an annular portion 56 encircling the rock shaft, a pair of diametrical 50 ly opposite ratchet teeth 51 projecting from the dially outwardly from the annular portion 56. In the example shown, these lever portions are disposed in alternating downwardly and upwardly 5 extending relation, the first or outermost lever portion 58' extending downwardly and being connected, as by link 59, to the lower end 68 of the fork 42, for shifting gear 32 into mesh with reverse idler 35. The second outermost lever por- 60 tion 58' extends upwardly and is connected, as by link 6|, to the upper end 62 of the same fork 42, for shifting gear 32 in the opposite direction and into mesh with first speed gear 38. The next or third lever portion 58 extends downwardly for connection by link 63 to the lower end 64 of the other fork 42', for shifting gear- 33 to the right, as viewed in Figure l, and into mesh with second speed gear 3|. The fourth and innermost lever portion 58 extends upwardly and is connected, as by link 65 to the upper end 66 of the last mentioned fork 42', for shifting gear 33 to the left and into direct driving connection with the portion 36 of drive pinion 21. This arrangement of lever portions 5a, 58 58*, w and links 59, 6|, 63, 65 is such that upon movement of gears 32, 33 to their respective neutral positions, under the influence of neutralizing springs 43, the ratchet, teeth 5'! will be disposed in substantial alignment, as shown in Figures 2, 4 and 5. 7

Fixed for movement with the rock shaft 45, as by clamping screws 18, is a carriage 1|, including carrier members 12 secured in spaced relation and at opposite sides of the change speed members, as by cross bar 13. Rigidly extending between the carrier members 12 in spaced relation above the cross bar 13 is a rod 15 rotatably supporting a plurality of pawls 16 16 16 I6 disposed in the planes of the change speed members 55, 55 55 55 respectively and each pawl movable into and out of engagement with its aligning change speed member. Any suitable spring means may be provided to urge the pawls 'out of engagement with the change speed members. In Figure 10 is shown a spring unit 88 including an elongate plate 8| and a plurality of resilient fingers 82 extending laterally from a side edge of the plate. Preferably, the elongate plate 8| is attached as byscrews 83, to the carriage adjacent the cross bar 13 so that eachof the resilient fingers 82 lies between the cross bar and a difi'erent pawl as shown in Figure 3 and with the upturned tips 84 of the fingers engaging shoulders 85 on the pawls, as shown in Figures 4-9,. whereby to urge the pawls out of engage- 'ment with the change speed members.

,grooved portions 94 having divergent side walls 95, 96, terminating in edges 91, 98. These edges 91, 98 of adjacent pawls are arranged in pairs and it is preferred that one edge 91 of each pair be chamfered or otherwise suitably reduced so as to terminate inwardly of its companion edge 98. Upon counter-clockwise movement of the rock shaft 45, the carriage II swings all the pawls upwardly and the selector wheel 9|, which is disposed in the path of travel of the pawls, serves as a cam to inwardly deflect one of the pawls into engagement with its associated change speed member, the position of the selector wheel lengthwise its axle 98 determining the particular pawl selected. By leveling the selector wheel 9| along its periphery, and providing the grooved portions 94 in the pawls, the selector wheel will be limited to engagement with a single pawl, even though the wheel is partially out of alignment therewith. Being mounted for movement lengthwise the axle, the selector wheel 9| will be automatically shifted into alignment with the selected pawl,

. Means I88 is provided to automatically correlate the selector wheel 9| to the forward speed of the vehicle A. Fixed on the driven shaft 26, which constitutes the propeller shaft of the vehicle, is a gear |8|. such as ordinarily Any suitable speed influenced governor I06 may.

be mounted on the shaft I05. In. the example shown, the governor comprises weighted armsv I01 each pivoted at one' end to a collar I08 fixed on shaft I05, and links I09 connecting the weighted arms I01 at their free ends to a sliding collar 1 I0. Encircling the shaft I is an expansion coil spring IIIurging the sliding collar IIO away from the fixed collar. Rotation of the shaft I05 will tend to outwardly swing the weighted arms I01 and, thru links I09, draw the sliding collar IIO toward the fixed-collar against the resistance of spring III. Therefore, the position of the sliding collar IIO will depend on the rate of rotation of the shaft I05 as determined by the speed of the vehicle. Engaged with thesliding' collar 0 is the forked end II2 of an arm H3 fixed on a shaft II4, rotatably supported by housing 40.- Connected for movement with a collar II8, preferably integral with the selector wheel 9I, is the forked end N9 of an arm I pivoted on shaft II4. Secured to the arm I20, at lug I2I, is one end of a leaf spring I22, having its opposite end fixed in the shaft H4. The arm I20 being pivoted on the shaft II4, this spring I22 constitutes a resilent connection between the selector wheel SI and the governor I06. It is preferred that the relationship of parts be such that the governor I06, when the vehicle is idle, will position the selector wheel in substantial alignment with the next to the outermost pawl 16 as shown in Figures 1 and 17. The relationship of parts may be such that, upon forward travel of the vehicle at speeds from approximately five to fifteen miles per hour, the governor I06 will dispose the selector wheel. in substantial alignment with the next to the innermost pawl 16*, and at speeds over fifteen miles per hour, in substantial alignment with the innermost pawl Means I25 is provided for moving the selector wheel 9| from its position of substantial alignmentwith the pawl 16 'into a position of substantial alignment with the outermost pawl 16'. This means I25 comprises a bolt I26 slidably carried by the housing 40, and a suitable connection, such as a Bowden cable I21, terminating in a button I28, for actuation by an occupant of the vehicle A. In the example illustrated in Figure lfithis button I28 is disposed beneath the heel end I29 of a pivoted accelerator pedal I30, depressibleat its forward end I3I for accelerating the vehicle engine. When the vehicle is motionless, the governor I06 disposes the forked selector arm I20 as shown shifted by means I25 without necessarily afiecting the governor I06, due to the provision of the spring I22 .for connecting the governor and arm I20. 7

Manual control means I for'disposing the selector wheel in alignment with any one of the pawls may also be-provided. Pivotally secured to a suitable bracket I36 is a hand lever I31 operatively connected to one end I38 of a Bowden cable I39, the opposite end I40 of which is connected to the forked selector arm I20.

' to the teeth 51.

The bracket I36 preferably is provided with suitable indicia I4I to indicate the locations in which to place the hand lever I31 for correct alignment of the selector wheel with the several pawls.

In order to releasably maintain the transmission B with a selected one of the sliding gears 32-33 in mesh, locking means I is provided. Fixedly secured to housing 40 is an inwardly projecting, pin I5I pivotally supporting a locking plate I52, having a free end I53 of a width substantially equal to the combined width of the change speed members 55 55 55 and swingable into and out of a position wherein to dog the teeth 51 thereof. At opposite sides the locking plate I52 is provided with integral lugs I54 which extend laterally from the locking plate and terminate adjacent the opposite side members 12 of carriage 1|. Any suitable means, such as spring I55; may be provided to urge the free end I53 of locking plate I52 into its dogging position. Means I56 is provided for moving the free end I53 out of dogging relation Pivotally secured one to each side member 12 of the carriage 1| are release cams I51 including toe portions I58 and heel portions I59, acted on by suitable leaf springs the slack between link 49 and lever 48, as shown at 5| in Figure 15, is taken up and the clutch in 'Figure 1'7, in the path of travel of the bolt I26. This bolt I26 is provided with a beveled forward end I32 which, upon projection of the bolt, laterally throws the arm I20 to a position, as shown in Figure 18, wherein the selector wheel 8| is brought into alignment with the outermost pawl 16 It will therefore be seen that projection of the bolt, thru depression of the heel end I29 of accelerator pedal I30, will shift the selector wheel into co-acting relationship to the outer pawl 16', except during forward travel of the vehicle, at which time the forked selector arm I20 is laterally shifted to a position out of the path of travel of the bolt I26. It will also be noted that the forked arm. I20 may be pedally v I60, for urging the toe portions I58 outwardly of the respective side members 12. The arrangement is such that swinging of the free end I53 of the locking plate into its dogging position will dispose the lugs I 54 thereof in the path of travel of the normally projected toe portions I58 of the release cams I51. 4

The semi-automatic operation of the transmission control C, assuming the vehicle to be motionless and the selector wheel 9| in substantial alignment with the next to the outermost pawl 16 as shown in Figures 1, 2 and 4, will now be described. With the sliding gears 32 and 33 in their neutral positions and the engine of the automotive vehicle A running to turn the drive shaft 25, the clutch pedal 50 is depressed to release the drive shaft from the engine in the usual manner. During the first part of the downward travel of clutch pedal 50,

is disengaged. Further downward travel of the clutch pedal will rock the shaft 45 and thereby rotate the carriage 1| in a counterclockwise direction, from the position shown in Figure 4 to that of Figure 5. As the carriage rotates, the

second outermost pawl 16 comes into contact with the aligning selector wheel 9| and is cammed into engagement with its associated change speed member 55 This provides a mechanical connection between the clutch pedal 50 and sliding gear 32, via link 49, lever 48, rock shaft 15, carriage 1I, pawl 16 change speed member 56 and, thru link 6|, to the upper end 62 of the shifting fork 42 ofgear 32. At this time,

the toes I 58 of release cams I51 are about toride past lugs I54 of locking plate I52, after having swung the free end I53 thereof out of dogging relation to the teeth 51 of the several change speed members. A still further downward depression of the clutch pedal will swing the carriage II from the position shown in Figure 5 to that shown in Figure 6, whereby to pull link II to a position wherein the shifter fork 42, at the right in Figure 6, is drawn toward the other shifter fork l2 and thereby moves the sliding gear 32 into mesh with the first speed gear 30. Incidentally, the link 59 is moved by the shifter fork 42 to the position shown in Figure 6, thereby rotating the change speed member 55' in a clockwise direction, but this movement does not affect the change speed transmission It will also be noted that the locking plate I52, under the influence of spring I55, snaps into dogging relation to the tooth 51 of change speed member 55 so as to hold the gears 32 and 30 in mesh for first speed.

Upon partial release of the clutch pedal, the carriage II will swing from the position shown in Figure 6 to that in Figure 7. As the carriage II returns, the toe portions I58 of cams I51 are deflected by the lugs I54 without influencing the locking plate I52. Allowing the clutch pedal 50 to complete its return will, during the last part of its travel throw in the clutch and connect the vehicle engine to the drive shaft 25 in the usual manner for propelling the vehicle in -flrst gear, the carriage and its associated parts assuming the position illustrated in Figure 8.

Acceleration of the vehicle will, thru the action of the governor I06, shift the selector wheel into co-acting relation with a different pawl. At approximately ten miles per hour, the selector wheel 9| preferably is in substantial alignment with the pawl 15*. If the clutch pedal is again partially depressed, the carriage and its associated parts will be shifted from the position shown in Figure 8 to that of Figure 9. As the carriage swings in a counter-clockwise direction, the toe portions I53 of the release cams I51 strike the lugs I54 of locking plate I52 and throw the free end I53 thereof out of ratcheting engage-. ment with the tooth 51 of first speed change member 55'. Figure 9 shows the free end I53 of the locking plate as disengagement with the said tooth 51 occurs, to permit return of the shifting fork l2 and gear 32 to their neutral positions under the influence of neutralizing springs 43. Release of the clutch pedal at this time will therefore return the carriage and its associated parts to its original position as illustrated in Figure 4, wherein the transmission is in its neutral position- If, however, the clutch pedal instead of being released, is further depressed, with the selector wheel 3| aligning with pawl 16*, link 63 will be drawn over to a posi-.

tion wherein the other shifting fork 42' will dispose the sliding gear 33 in mesh with second speed gear 3|. The same movements are performed for neutralizing second and meshing third speed gears, upon respective partial and full depression of the clutch pedal at a vehicle speed sufficient to bring the selector wheel SI into co-action with the pawl 15 In pedal operation of the control means C to dispose the transmission B in reverse gear, the vehicle is first brought to a stop, if traveling forwardly, and thenthe heel portion I23 of accelerator pedal III is depressed, whereby to shift selector wheel 3! into substantial alignment with pawl 'I'hereupon, a full depres-' sion and release of the clutch pedal 50 will place the transmission in reverse. It will be seen that it is mechanically impossible to mesh the reverse gears by means I25 including, accelerator pedal I30, while the vehicle is in forward motion.

It will also be seen that it is mechanicallyimpossible to shift, by means I00 including the governor I05, into a forward speed in disaccord with the forward rate of travel of the vehicle. Complete control of the vehicle is had at all times, for instance, the car may be accelerated in low gear until a relatively high rate of speed is attained, and the transmission may then be shifted directly into third speed.

The manually operated means I35 may of course be employed to set the selector wheel 3| in a position other than that normally dictated by the governor I06. When the governor is relied on for control, the position of the selector wheel 9| will be constantly indicated by the relationship. of the hand lever I31 to the indicia Ill.

It will of course be understood that either the governor controlled means I00 or the manually controlled means I35 may be employed separately of the other, if desired.

Various changes may be made in the form of the invention herein shown and described, without departing from the spirit of the invention or the scope of the following claims.

We claim:

1. In control means for a change speed transmission, a plurality of change speed members movable to provide different driving connections in said transmission, means for operating saidv change speed members including a plurality of pawls having grooved portions normally in side by side relation, a selector movable laterally of said pawls and including a wedge portion for engagement with said grooved portions, and resilient means for laterally moving said selector.

2. The combination with an automotive vehicle having a clutch pedal and achange speed transmission providing a reverse connection and a plurality of forward speedconnections including a low speed connection, of a reverse member for effecting said reverse connection and a plurality of forward speed members for effectin said forward speed connections and including a low speed member for effecting said low speed connection, a movable selector having forward speed positions for connecting said clutch pedal to said forward speed members, said selector being movable into a given forward speed position for connecting said clutch pedal to said low speed member, and into a reverse position for, connecting said clutch pedal to said reverse member, speed controlled resilient means for urging said selector into said forward speed positions upon forward movement of the vehicle and into said given position upon stopping of the vehicle, and means co-acting with said selector only upon substantial disposition of said selector in said given position for moving said selector into said to said forward speed members, said selector being movable into a given forward speed position for connecting said clutch pedal to said low speed member, and into a reverse position for connecting said clutch pedal to said reverse member, manually controllable means for moving said selector and constituting a selector pomember's, dog means to prevent retraction of said change speed members, means carried by said pawls out of co-action with said change speed,

- members, a selector operative to eifect individsition indicator, speed controlled resilient means for urging said selector into said forward speed positions upon forward movement of the vehicle and into said given position upon stopping of the vehicle, and means co-acting with said selector only upon substantial disposition of said selector in said given position for moving said selector into said reverse position.

4. In a change speed transmission including a shaft and a pair of collars on said shaft and movable from neutral positions to provide different driving connections in said transmission, an elongate guide paralleling said shaft, a pair of spaced members movable longitudinally of the guide and carrying shifting forks for moving said collars, a bearing carried by\ the guide intermediate said spaced members, spring means carried by the guide at opposite sides of said spaced members for urging said shifting forks into neutral positions, a rock shaft carried by said bearing, means for oscillating the rock shaft, a plurality of change speed members mounted for rotation on the shaft, and operatively connected to said fork-carrying members to move said collars, devices for connecting said change speed members for movement with said rock shaft, a selector operative to individually engage said devices, and means for operating the selector.

5. In a change speed transmission including a pair of collars movable fromneutral positions to provide different driving connections in said transmission, an elongate guide, a pair of spaced -members movable longitudinally of the guide and carrying shifting forks for moving said collars, spring means for urging said shifting forks into neutral positions. a rock shaft, means for rocking the shaft, a plurality of change speed members mounted for rotation on the shaft, and or)- eratively connected to said fork-carrying members to move said collars, a carriage mounted for movement with said rock shaft, pawls movable with said carriage to advance said change speed ual co action of said pawls with said change speed members, and means for operating the selector. V

6. In control means for a change speed transmission, a plurality of change speed members movable to provide different driving connections in said transmission, means for operating said change speed members including a pluralityof pawls having grooved portions normally in side by'side relation, an axle, a selector wheel mounted for axial and rotatory movement on said axle, and including a beveled periphery for engagement with said grooved portions, and, means for axially moving said selector wheel. I

'7. In control means for a change speed transmission, a plurality of change speed members movable to provide different driving connections in said transmission, means for operating said change speed members including a plurality of pawls having grooved portions normally in side by side relation, a selector movable laterally of said pawls and including a beveled portion for I engagement with said grooved portions, and means for laterally moving said selector.

. 8. In control means for a change speed transmission, a plurality of change speed members movable to provide different driving connections insaid transmission, means for operating said change speed members including a plurality of adjacent pawls having grooved portions normally in side by side relation, said grooved portions including divergent side walls terminating in edges, the edges of adjacent pawls forming pairs, one edge of each pair being chamfered, a selector movable laterally of said pawls and including a beveled portion having convergent side walls terminating in an edge, said beveled portion for engagement with said grooved portions, and means for laterally moving said selector.

PERRY E. CASSELL. ROBERT E. MEEKER. 

